Traffic flow control system

ABSTRACT

A traffic intersection and flow control system which includes a hexagonally shaped, multilane roadway having radiating, multilane roadways extending outwardly from each corner of the hexagonal roadway. Traffic dividing island means are provided in the hexagonal roadway between each corner of the hexagon and are also provided in the several radiating multilane roadways. The islands and traffic lanes are arranged so that all traffic in the innermost lane (relative to the space enclosed by the hexagon) moves at all times in the same direction which is opposite the direction of movement at all times of traffic in the outermost lane. The islands and lanes are also positioned so that traffic moving in any lane will at no time cross in front of traffic moving in any other lane. Traffic control signals are provided adjacent each corner of the hexagonal multilane roadway for controlling the flow of traffic in three directions through the intersection of the hexagonal roadway with the several radiating roadways. 
     The traffic control signals preferably used include at least two lamps for producing light of different colors, a louver system associated with each lamp, and cam means for moving each louver system synchronously to direct the light from each lamp in controlled, contiguous sectors.

This invention relates to a traffic flow control system which providesfor the movement of vehicular traffic through a densely populated areawith minimum congestion and maximum safe speed. More specifically, thepresent invention relates to a method and system for more efficientlymoving large numbers of automobiles through a downtown or industrialdistrict while providing an optimum arrangement for the location ofindustrial or commercial buildings and adequate parking facilities forhigh volume vehicular traffic.

There is currently widespread concern in many urban areas about theproblem of more efficiently accommodating the flow of great numbers ofautomobiles through downtown or industrial areas. Concurrently, it hasbeen widely recognized that many municipalities have grown up in ahodgepodge fashion without making adequate provision for traffic flow indensely populated areas, and without providing adequate parkingfacilities for the accommodation of the large numbers of automobileswhich preferably should be parked and located in relatively closeproximity to businesses, industries and high density downtownresidential areas where the drivers of the automobiles live and work.

A number of traffic intersection and traffic flow arrangements haveheretofore been proposed in an effort to more efficiently move the heavytraffic through densely populated urban areas. Among the most recentproposals of this type are those which are set out in U.S. Pats.2,941,454 and 2,949,067, both issued to A. O. Cedeno. The Cedeno trafficintersection proposals generally employ multilevel structures in whichtraffic lanes are made to cross at different levels so that nointerference occurs between the traffic flow in several lanes. Elaborateprovision is also made for pedestrian routes through the maze of trafficlanes provided in the Cedeno systems for permitting free movement ofpedestrian traffic without impeding the flow of vehicular trafficthrough the multilane intersections. The Cedeno systems, while indeedable to accommodate high volumes of vehicular traffic, are somewhatcomplicated in their arrangement, and require a considerable amount ofskill or prior knowledge on the part of drivers utilizing the systems toavoid entering the wrong lanes, and in order to utilize the system withmaximum efficiency in moving from one place to another. Also, due to themultilevel character of the Cedeno systems, many of the traffic lanesprovided are underground or at least are located below several otherlanes positioned at higher levels with the requirement that artificiallighting must be provided to assure effective and safe visibility forthe operators of vehicles using the systems.

The present invention proposes a relatively simple and economical, yethighly efficient traffic intersection and flow control system which canbe employed for moving traffic through densely populated urban areas ina minimum time and with minimum congestion. The traffic system of thepresent invention is ideally adapted for inclusion in existing trafficgrid patterns of conventional character so that, in situations where itis proposed to undertake the renewal of large urban areas whilepermitting other parts of the urban community to remain unchanged, thetraffic flow system of the present invention can be very convenientlyand effectively integrated with the unrenewed portion of themetropolitan area without the necessity to reroute or change existingtraffic arteries in those portions of the municipality where nostructural renewal is to be effected.

Broadly described, the traffic intersection and flow control system ofthe invention comprises a generally hexagonal, multilane roadway havingradiating, multilane roadways extending outwardly from each corner ofthe hexagonal multilane roadway somewhat similarly to the plan depictedon page 154 of the publication. "The American City," November, 1929,issue. The hexagonal appearance of the intersecting multilane roadwaysis also generally similar when viewed in plan to that which is depictedin Cedeno U.S. Pat. 2,941,454. In the present invention, however, thelanes of each of the multilane roadways are located in a single level.

Traffic dividing island means are provided in the hexagonal multilaneroadway between each corner of the hexagon, and also in each of theradiating multilane roadways. These traffic dividing islands arestrategically placed for permitting traffic moving in a single lane todiverge for movement in a plurality of lanes. The islands and trafficlanes of the system are arranged or positioned so that all traffic inthe innermost lane of the hexagonal roadway which is nearest thehexagonal space enclosed by this roadway moves at all times in the samedirection, and all traffic in the outermost lane of the hexagonalroadway moves at all times in a direction opposite to the direction ofmovement of traffic in the innermost lane. The traffic dividing islandsand lanes of the roadways are also positioned so that traffic moving inany of the lanes will at no time cross in front of traffic moving in anyother lane. Finally, traffic control signals are provided adjacent eachcorner of the hexagonal multilane roadway for controlling the flow oftraffic in three directions through the intersection of the hexagonalmultilane roadway with the several radiating multilane roadways.

With the described traffic flow control system, traffic can be movedexpeditiously across a densely populated urban area, since trafficcongestion is minimized, and little opportunity is afforded for trafficmoving in any lane to cross in front of, or obstruct, traffic moving inother lanes. The system is characterized in having great flexibility inthat every radiating multilane roadway which extends from any of thecorners of the hexagonal roadway is accessible from substantially anypoint within the hexagonal enclosure, and vehicle operators can, with aminimum of difficulty, maneuver their automobiles to move outwardly onany one of the radiating roadways, or to remain on the hexagonalroadway, depending upon their ultimate destination. The system iseconomical to construct since all lanes of the several roadways areprovided in a single level, and since a minimum number of trafficcontrol signals are required for governing the total flow of traffic inthe system. Two-way traffic flow is provided over every portion of eachof the roadways so that all locations on any of the roadways areaccessible from any part of the system.

Although any number of lanes can be provided in the hexagonal roadwayand in the radiating roadways, an odd number of lanes in each ispreferred, and a very economical yet highly efficient preferred systemcontemplates the provision of three lanes in both the hexagonal roadwayand in each of the radiating roadways. Since the entire system can belocated at ground level, no requirement exists for artificial lightingand easy access can be had to any of the lanes of any of the roadwaysfrom ground level access streets.

From the foregoing description of the invention, it will be apparentthat the present invention provides an improved traffic flow controlsystem which can be economically constructed, but which can be used toefficiently and expeditiously move heavy traffic through a denselypopulated area with maximum safety.

An additional object of the invention is to provide a trafficintersection and flow control system in which traffic is always eitheraligned or diverging, and is never converging so as to present risks ofcollisions between vehicles.

Another object of the invention is to provide a traffic intersection inwhich traffic enters and passes through the intersection from a singledirection only at any given time.

An additional object of the invention is to provide a trafficintersection and flow control system in which threeway traffic controlsignals or lights are employed to permit traffic entering theintersections from three different directions at different times to turnto the right or to the left from the intersecting streets.

An additional object of the invention is to provide a trafficintersection and flow control system in which automobiles experience noneed to turn through an angle of more than 60° at any time during theuse of the system.

An additional object of the invention is to provide a trafficintersection and flow control system in which drivers preparing toproceed through the intersection are prevented from anticipating changesin the traffic control signals employed by positioning the trafficcontrol signal apparatus so that signals to other drivers at theintersection are totally outside the field of view of thefirst-mentioned drivers.

Another object of the invention is to provide a traffic intersection andflow control system involving a hexagonal grid of roadways which can beeasily adapted or accommodated to existing streets and traffic arteriesin situations where it is desired to renew a large, centrally located,urban section, and concurrently with such renewal, incorporate thecontrol system of the present invention in the renewed area.

Another object is to provide a traffic intersection and flow controlsystem in which a better and less obstructed view of traffic enteringthe intersection is provided than in conventional 90° intersections dueto the arrangement of the traffic intersections of the present inventionsuch that all roadways entering the intersection extend at an angle ofat least 120° to each other.

Another object of the invention is to provide a traffic intersection andflow control system in which vehicle parking areas and businessbuildings may be compatibly accommodated to the traffic flow system ofthe invention to provide for easy access to parking areas and businessbuildings from the roadways included in the system.

An additional object of the invention is to provide a trafficintersection and flow control system which requires fewer trafficcontrol signals or lights than in the case of a conventionalrectangular, four-lane intersection traffic grid system.

Another object of the invention is to provide an improved signal lightfor use in the control of traffic flow, which signal light is operativeto permit a vehicle operator approaching an intersection to correlatehis braking of the vehicle with the speed of the vehicle and the time atwhich a stop signal will positively indicate that he should not enterthe intersection.

In addition to the foregoing described objects and advantages,additional objects and advantages will become apparent as the followingdetailed description is read in conjunction with the accompanyingdrawings which illustrate embodiments of the invention.

In the drawings:

FIG. 1 is a plan view of a traffic intersection and flow control systemconstructed in accordance with one embodiment of the invention, andillustrating one of the hexagonal traffic interchange units making upthe basic unit in the traffic flow control grid of the invention.

FIG. 2 is a schematic illustration of the manner in which the trafficintersection and flow control system of the invention can beincorporated in a conventional urban street arrangement in which thestreets intersect at right angles.

FIG. 3 is a view in elevation of one type of traffic control signalwhich can be used in the present invention.

FIG. 4 is a plan view of the traffic control signal depicted in FIG. 3.

FIG. 5 is a schematic illustration of a novel traffic control signalapparatus which can be usefully employed in the traffic control systemof the present invention, this view illustrating schematically themanner in which two moving sectors of light are developed by the trafficcontrol signal apparatus.

FIG. 6 is a plan view of the novel traffic control signal apparatus.

FIG. 7 is a sectional view taken on line 7--7 of FIG. 6.

FIG. 8 is a sectional view taken on line 8--8 of FIG. 7.

FIG. 9 is a sectional view taken on line 9--9 of FIG. 7.

FIG. 10 is a perspective view of one of two identical annular, camplates used in the traffic control signal apparatus depicted in FIGS.7-9.

FIG. 11 is an electrical circuit diagram illustrating electricalcircuitry employed in the traffic signal control apparatus.

Referring now to the drawings in detail, and initially to FIG. 1, atraffic intersection and flow control system constructed in accordancewith the invention is designated generally by reference numeral 10 andincludes a generally hexagonal, multilane roadway 12 which encloses alarge hexagonal open space 14. The hexagonal, multilane roadway 12 isintersected at its corners by a plurality of radiating, outwardlyextending roadways 16, 18, 20, 22, 24 and 26. The size of the enclosedhexagonal space 14 may be varied over a wide range, but in mostinstances, will preferably be from about 150 to about 350 feet in width,and will be used for the accomodation of business or industrialbuildings, or for the provision of a large automobile parking area, orfor both buildings and parking.

In the arrangement depicted in FIG. 1, two types of mounting of trafficcontrol signals have been depicted for purposes of illustration orexample. Thus, a traffic light mounted atop a suitable upright member orpole is designated by reference numeral 28 while a signal light which issuspended over the center of an intersection on cables or other suitablemembers is designated by reference numeral 30. Both types of trafficsignal support structures are well understood in the art and will not bediscussed further herein except in the incidental relationship of suchsupport structures to the specific type of three-way traffic signals orlights which are provided as hereinafter described.

The generally hexagonal, multilane roadway 12 which is utilized in theembodiment of the invention depicted in FIG. 1 is divided into threetraffic lanes which have been indicated in the drawing by referencenumerals 12a, 12b and 12c. The lane 12a is the innermost lane andadjoins, or is contiguous with, the large hexagonal space 14 enclosed bythe hexagonal roadway. The lane 12b is the central lane, while the lane12c is outermost in the hexagonal roadway. Each of the radiatingoutwardly extending roadways 16-26 is also characterized in beingdivided into three lanes with such lanes being designated by the lettersa, b, and c as in the case of the three lanes of the hexagonal roadway12. The flow of traffic in the lanes of the several roadways as it movesin accordance with the control provided by the present invention isindicated by arrows and broken lines.

Final elements of the traffic intersection and flow control system ofthe invention are traffic dividing islands. These islands are providedin each of the radiating, outwardly extending roadways 16-26, and alsoat points spaced around the hexagonal roadway 12 between the severalcorners thereof. Thus, a traffic dividing island 32 is provided in theradiating, outwardly extending roadway 16, an island 34 in the roadway18, an island 36 in the radiating roadway 20, an island 38 in theradiating roadway 22, an island 40 in the roadway 24, and an island 42in the roadway 26. The islands positioned in the hexagonal roadwaybetween the six corners thereof are designated by reference numerals44-54, and are also positioned diagonally with respect to the directionof traffic flow for a purpose hereinafter explained.

The traffic signals 28 and 30 which are utilized in the trafficintersection and flow control system of the invention are, in each case,preferably three-way lights of a novel construction hereinafterdescribed in detail. These signals control the flow of traffic fromthree directions through each of the intersections of the hexagonalroadway 12 with the several radiating roadways 16-26. A typical generalconstruction of such traffic signals is depicted in FIGS. 3 and 4 andincludes a supporting pole 56 which is secured to the ground by asuitable base 58, and which supports at its upper end, a triangularhousing 60 having three sides 60a, 60b, and 60c extending at an angle of60° to each other so that the housing 60 has a cross-section conformingto the geometry of an equilateral triangle. Each of the sides 60a--60cof the housing 60 carries the conventional red, yellow and green lightsto indicate to motorists whether their lane of traffic is to go, toexercise caution, or to stop.

Instead of being supported on the pole 56, the housing 60 can also, andperhaps to better advantage, be supported by suitable cables or othersuspension members over the center of the intersection as indicated byreference numerals 30 in FIG. 1. In either event, the purpose of thetriangular construction of the housing 60 and the positioning of thecontrol lights in the manner described is to permit vehicular trafficentering the intersections at each corner of the hexagonal roadway tohave an unobstructed view of the traffic signals, and to be apprised ofthe time at which traffic moving in a particular lane adjacent theintersection can proceed safely through the intersection withoutencountering traffic from other lanes.

OPERATION

For the purpose of explaining the operation of the traffic intersectionand flow control system of the invention, let it initially be assumedthat an automobile is moving in lane 16a of the radial roadway 16, andis approaching the intersection of this radial roadway with thehexagonal roadway 12. As the line of traffic moving in lane 16aapproaches the intersection, some of the cars may diverge and move intothe central lane 16b once the line of traffic has moved even with andslightly past the traffic island 32. Whether a given automobile movesinto the central traffic lane 16b after passing the island 32 inapproaching the intersection will depend on whether the automobilewishes to turn to the left or to the right in entering the hexagonalroadway 12.

Assuming that an automobile moving in the lane 16a desires to proceed toa point X which is located at the side of the radial, outwardlyextending roadway 24, the automobile will, in this event, remain in thetraffic lane 16a until the intersection of the radial roadway 16 withthe hexagonal roadway 12 is reached. Then, depending upon the status ofthe traffic signal 28 at this intersection, the automobile will bestopped or will be driven into the intersection. In any event, when theautomobile is free to enter the intersection, the driver will turn tothe right through an angle of about 60° and enter the lane 12c. Stateddifferently, as viewed in FIG. 1, the automobile will enter lane 12c andwill move in a counterclockwise direction around the hexagonal roadway12. When the automobile has been driven to a point abreast of thetraffic island 54, the operator will move to his left into the centrallane 12b and will then continue in this lane until the intersection ofthe hexagonal roadway 12 with the radial roadway 26 is reached. Here,when the three-way traffic signal 28 has indicated that the operator ofthe vehicle can proceed through the intersection, the automobile isdriven through the intersection and into lane 12c in that portion of thehexagonal roadway between the intersections of this roadway with theradial roadways 26 and 24. The driver continues in lane 12c until hereaches the intersection of the roadway 12 with the radial roadway 24.When the automobiles in the three lanes 12a, b, and c are permitted bythe traffic signal 30 to move through the intersection of the radialroadway 24 with the hexagonal roadway 12, the operator of the automobilein question turns through the intersection and into the lane 24c in theroadway 24. Though they are not illustrated, the radial roadways 16-26,as well as the hexagonal roadway 12, are provided with feeder or accessstreets at spaced intervals therealong to permit traffic to enter andexit from the peripheral or side lanes along these roadways. Thus, whenthe operator of the automobile in question approaches the access road orexit which is nearest his point of destination X, the automobile isdriven off of the roadway 24 from lane 24c and is parked in a suitablelocation near the destination.

Let it now be assumed that a person working in a building M locatedwithin the hexagonal space 14, and parking his automobile in or nearsuch building desires to leave the building and proceed to his residencewhich may be assumed to lie at some distance out on the radial roadway18. He will initially drive his automobile into the lane 12a of thehexagonal roadway 12 and will proceed to move clockwise around thehexagonal roadway in the inside lane 12a until he comes to the trafficisland 44. In proceeding around the hexagonal roadway 12, the vehicleoperator will, of course, proceed through the several intersections inaccordance with signals indicated on the several traffic signals 30 and28. When the vehicle operator comes abreast of the traffic island 44, hewill drive the automobile into the central land 12b on that side of theisland 44 which is most nearly adjacent the intersection of thehexagonal roadway 12 with the radial roadway 18. Then, after passingthrough the intersection upon the proper traffic signal, the operator ofthe vehicle will move first into the lane 18c, and will then eithercontinue in this traffic lane or will move to the left into the lane 18band proceed in one of these lanes toward his residence or ultimatedestination.

The traffic signals 28 and 30 are operated so that, at any given time,traffic moves from any one of the three roadway branches entering anintersection into either of the other two branches, depending upon thedestination and choice of the vehicle operators. At no time are vehiclesentering any intersection simultaneously from two different directions.It will also be noted that there is no opportunity provided with thedescribed system for traffic to converge or cross so that someautomobiles are crossing in front of others.

The hexagonal interchange provided by the traffic control system of theinvention permits large buildings to be erected in the hexagonal space14 in the center of the hexagonal roadway 12, or for this space to bedevoted to automobile parking, or for both uses to be made of the space.Pedestrians may move across the several roadways by any one of severalroutes, such as by tunnels provided underneath the roadways and linkingthe hexagonal space 14 with the spaces located on the outside of thehexagonal roadway 12. A preferred crossing arrangement, however, usesthe traffic islands in conjunction with overhead walkways which permitpedestrians to cross over the inner and outer lanes of the three laneroadways to the islands at will. It should also be pointed out that thetraffic signals 28 and 30 located at the several intersectiona can bearranged to provide a stop signal for vehicular traffic to permitpedestrians to walk through the intersection in any direction, if suchan arrangement should be preferred. This arrangement, however, has thedisadvantage of delaying vehicular traffic and increasing the timerequired for traffic to move across a given area of the city in whichthe system is utilized.

An especially desirable feature of the traffic intersection and flowcontrol system of the invention is the manner in which it lends itselfto incorporation in an existing conventional rectangular street grid ornetwork as it is most often presently used in urban areas. Suchintegration of the system of this invention with an existing rectangularstreet network is depicted in FIG. 2. Here the traffic intersection andflow control system 10 of the present invention is shown as it isincorporated in a large area in which, for example, urban renewal hasbeen effected without disturbance or change in the outlying portions ofthe metropolitan area. Thus, in such outlying area, regular north-southeast-west streets, designated by reference numerals 70 and 72,respectively, have been interconnected by the radial roadways of thesystem of the present invention, and a series of contiguous hexagonalroadways 12 are provided in the center of the renewed area.

A novel traffic control signal light which can be very usefully employedin the traffic intersection and flow control system of the invention isdepicted in FIGS. 5-9. The manner in which the signal light functionscan be best described by referring to the somewhat schematic portrayalof the light in FIG. 5. As shown here, the signal light 110 is providedwith the usual red, amber and green lamps 112, 114 and 116,respectively, and is supported on a suitable light pole 118. A group ofmovable vanes or louvers 120 is provided for directing the lightemanating from the red lamp 112, and these louvers each have a lightreflecting upper surface and a light absorbing lower surface. Groups ofmovable louvers or vanes 122 and 124 are also provided for directing thelight emanating from the amber and green lamps, respectively. Thelouvers 122 and 124 each have a light reflecting lower surface and alight absorbing upper surface. The louvers 120, 122 and 124 are sopositioned relative to each other, and are so actuated by a hereinafterdescribed pivoting mechanism, that during one period in the cycle ofoperation of the lamps, all three of the lamps are lit or burning, andtheir light is directed to produce a totally red sector 126 which issubstantially contiguous to a sector 128 in which both the green andamber lights are visible to a motorist in this sector (.[.see.]..Iadd.See .Iaddend.FIG. 5). The louvers 120, 122 and 124 are pivoted insynchronism so that the red sector 126 is enlarged, the green-ambersector 128 is reduced in size, and the interface or boundary plane 130between the sectors 126 and 128 is moved continuously toward theintersection at which the signal light is located.

The structure used to accomplish this distribution of light, and thismovement of the illuminated sectors is most clearly illustrated in FIGS.6-10. The signal light 110 includes a housing 132 which is of triangularcross section and has its three sides projected to form light shieldsdesignated 132a-132f in FIGS. 6 and 8. The housing 132 is slotted nearits top and its bottom to accommodate an upper annular cam plate 134 anda lower annular cam plate 136 so that the outer peripheral portions ofthese cam plates 134 and 136 project outside the housing (.[.see.]..Iadd.See .Iaddend.FIG. 8). A motor 138 is mounted in the lower portionof the housing 132 and drives a shaft 140 which is keyed to the camplates 134 and 136 for driving them in rotation. Each of the cam plates134 and 136 has a slotted surface which includes an abrupt shoulder 142,a gradually tapered shoulder 144, and a lower flat 146 and an upper flat148 all positioned contiguously in circular array as shown in FIGS. 7and 10. The upper cam plate 134 is mounted with its slotted surfacefacing downwardly, and the lower cam plate 136 is mounted with itsslotted surface facing upwardly.

Mounted within the housing 132 between the upper and lower cam plates134 and 136 are nine electric lamps, these lamps being arranged in threesets of three vertically aligned lamps, with the red lamp 112 being theuppermost lamp in each set, the amber lamp 114 being the central lamp,and the green lamp 116 being the lowermost of the three lamps in eachset. The lamps are oriented at angles of 60° with respect to each otherso that they face outwardly through openings formed in the three sidewalls of the housing 132 as best depicted in FIGS. 7 and 9.

Positioned adjacent the lamp apertures in the walls of the housing 132and secured in a vertically extending position on the respective wallsof the housing 132 are a plurality of vane or louver rod brackets 150(.[.see.]. .Iadd.See .Iaddend.FIG. 9). The brackets 150 journal one endof each of a plurality of vertically spaced louver rods 152 which arewelded or otherwise suitably secured to the louvers 120, 122 and 124.Each of the louvers 120, 122 and 124 is formed as a substantiallyrectangular plate having light absorbing and light reflecting surfacesas hereinbefore explained. At their ends which are opposite their endsjournaled in the louver rod brackets 150, the louver rods extend intoU-shaped gear housings 160. The three gear housings 160 are secured toeach of the three walls of the housing 132, and extend vertically on theopposite sides of the lamp apertures from the sides thereof on which therespective rod brackets 150 are located. A small toothed gear sector 162is secured to the end of each of the louver rods 152 with the gearsectors being positioned in and protected by, the gear housing 160 (seeFIG. 7). A rack or toothed rod 164 having two right angle bends thereinto provide an offset extends downwardly through the top of each of thegear housings 160 and is positioned so that the teeth carried by therack 164 engage the teeth on the toothed gear sectors 162 which arelocated in the respective gear housing. The upper end of each of theracks 164 is provided with a small roller or cam follower 166 which ispositioned to roll upon the downwardly facing slotted surface of theupper cam plate 134, and to follow the contour thereof as this cam plateis rotated. A spring 168 is disposed between a suitable stop pin carriedby each rack 164, and the top of the respective gear housing 160 so thatthe roller 166 at the top of the rack 164 is constantly resilientlybiased into contact with the slotted surface of the upper cam 134.

In a manner similar to the arrangement of the toothed gear sectors 162on the louver rods 152 which carry the louvers 120 associated with thered lamp 112, the louver rods 152 to which are secured the louvers 122and 124 associated with the amber and green lights, respectively, alsocarry toothed gear sectors at their ends inside the gear housings 160,these gear sectors each being designated .Iadd.by .Iaddend.referencenumeral 170 in the case of those louver rods carrying the louvers 122,and 172 in the case of the louver rods carrying the louvers 124. A rackor toothed bar 174 extends upwardly through the bottom of each of thegear housings 160 and is positioned so that its teeth engage the severalgear sectors 170 and 172. Each of the three racks 174 carries at itslower end a small cam follower or roller 176 which bears against theslotted surface of the lower cam plate 136 and follows the contourthereof during rotation of this cam plate. The roller 176 carried at thelower end of each of the racks 174 is continuously biased into contactwith the slotted surface of the lower cam plate 136 by a spring 178which is extended between an appropriate stop pin on the respective rackand the lower end of the respective gear housing 160.

The orientation and construction of the several vanes or louvers 120,122 and 124 are of substantial importance to the proper functioning ofthe novel and improved signal light of the invention. Thus, it will benoted that the louvers 122 and 124 associated with the amber and greenlamps 114 and 116, respectively, are inclined downwardly and extendsubstantially parallel to each other. The louvers 120 associated withthe red lamp 112, however, extend upwardly in one of their positions,and these louvers are also oriented in parallelism with each other. Theupper surface of each of the louvers 120 is coated or covered with alight reflecting material so that red light emanating from the red lamp112 is not only directed outwardly through the space between theselouvers, but is reflected upwardly so as to provide a relatively largeand far extending sector of red light during operation of the signallight as hereinafter described.

In the case of the louvers 122 and 124 associated with the amber andgreen lamps 114 and 116, respectively, these louvers carry a lightreflecting material on the lower surface of each of the louvers. Lightfrom the amber and green lamps 114 and 116, respectively, is thusreflected downwardly at a relatively steep angle so that the sector 128in which the amber and green light is visible to a motorist moving alongthe roadways extends to a point relatively close to the intersection orto the location of the traffic control light 110. The effect of thisorientation and construction of the several louvers will become moreclearly apparent as the operation of the signal light is hereinafterexplained.

Electrical circuitry which is provided for use in controlling the timingsequence of the red, amber and green lamps 112, 114 and 116,respectively, is depicted in FIG. 11 of the drawings. An A.C. generator180 or other suitable source of electrical power is connected to acircuit which includes the amber lamp 114, the green lamp 116 and anormally closed switch 182. Circuitry is also provided which includes atwo-position switch 184 for alternately connecting either the red lamp112 or the green lamp 116 across the source of power 180. The twoswitches 182 and 184 used to energize the lamps 112, 114 and 116 atdifferent times during the operation of the traffic control light 110may be located at several different locations so as to be alternatelyopen and closed, or shifted from a first to a second position by contactwith the switches of moving mechanical portions of the apparatus. Thiswill be better understood as the sequencing of the mechanical movementsand electrical switching of the apparatus is hereinafter explained.

Let it be assumed that a driver is approaching an intersection at whichthe novel traffic control signal light 110 is located. Let it further beassumed that the approach is being made at a time when the green lamp116 in the bank or set of lamps facing the driver is lighted, and thelouvers 120, 122 and 124 are positioned substantially as shown in FIG.5, or as shown .[.in.]. .Iadd.on .Iaddend.the left side of the sectionalview of the housing 132 in FIG. 7. The status of the electricalcircuitry at this time can be assumed to be that the switch 182 is openso that the amber lamp 114 is unlighted, and that the switch 184 isthrown to a position such that the red lamp 112 is unlighted and thegreen lamp 116 is lighted. At the same time that this status of theelectrical circuit exists, the rollers 166 and 176 carried at the lowerend of the racks 162 and 174, respectively, are riding on the flats 146of the upper and lower cam plates 134 and 136, respectively. Thisrelationship is best illustrated in FIG. 7. These positions of therollers 166 and 176 and their associated racks 164 and 174 assure thatthe louvers 120, 122 and 124 are located in the positions depicted inFIG. 5 and on the left side of FIG. 7.

The energization of the green lamp 116 by operation of the switch 184 atthis time can be conveniently effected by placing appropriate switchcontacting protuberances on the inner peripheral surface of the annularcam plates 134 .[.ad.]. .Iadd.and .Iaddend.136, or by placing the switchat a preselected point along the racks 164 and 174, or in a position tobe actuated by movement of the louvers 120, 122 and 124. It is onlynecessary that synchronism be effected between the operation of switch184 to form an electrical circuit through the green lamp 116, and themovement of the louvers 120, 122 and 124 to the described .[.position.]..Iadd.positioned .Iaddend.by rotation of the cam plates 134 and 136.

As the cam plates 134 and 136 continue to rotate in a clockwisedirection as viewed in FIG. 8 of the drawings, the rollers 166 and 176continue to bear against the flat 146 of the slotted cam plate surfacefor a preselected period of time and, during this time, the green lamp116 continues to burn. Continued rotation of the cam plates 134 and 136ultimately brings the rollers 166 and 176 onto the gradually taperedshoulder 144 so that the rack 164 begins to move slowly downwardly, andthe rack 174 commences to move slowly upwardly. The effect of thesemovements of the racks 164 and 174 is to cause a gradual pivotation ofthe louvers 120, 122 and 124 about their respective louver rods 152.

Simultaneously with the movement of the rollers 166 and 176 onto therespective gradually tapered shoulders 144 of the respective slotted camplate surfaces, the switch 184 is thrown to its alternate position tolight the red lamp 112, and the switch 182 is closed to providesimultaneous illumination of the amber lamp 114 and the green lamp 116.Thus, at the time that the rollers 166 and 176 commence to move on thegradually tapered shoulders 144 of the cam plates 134 and 136, all threeof the lamps are lit. As the louvers 120, 122 and 124 are graduallypivoted downwardly about their louver rods 152, the effect of thismovement is to gradually diminish the size of the sector 128 in whichboth the amber and green lights are visible to a motorist, to graduallyenlarge the size of the sector 126 in which only the red light isvisible to the motorist, and to simultaneously cause the interface or.[.plans.]. .Iadd.plane .Iaddend.of division 130 between these sectorsto move inwardly toward the intersection.

The rate of pivotation of the louvers 120, 122 and 124 is preferablyadjusted so that the interface or plane of division 130 between thesectors 126 and 128 sweeps along the roadway toward the intersection ata rate which is equivalent to the legal speed limit on the roadwayapproaching the intersection. Thus, at this time, the motoristapproaching the intersection may find himself either in that sector 126in which only the red lamp 112 is visible, or he may be located in thesector 128 where both the amber and the green lamps are visible. As thesize of the sectors 126 and 128 change, and the interface 130 betweenthem sweeps inwardly toward the intersection where the traffic signallight 110 is located, a motorist who is driving too slowly may findhimself overtaken by the red sector and will be clearly advised well inadvance of reaching the intersection that he should commence to applythe brakes. On the other hand, a motorist who is initially in the redsector will know that he must stop at the intersection unless heviolates the law by speeding up to a speed exceeding the legal limit inorder to overtake the green-amber sector 128. A significant aid is thusprovided by the described arrangement to witnesses and to motoristsalike in evaluating the fault of motorists involved in any accidentswhich may occur at or adjacent the intersection since it will bepossible to testify whether the motorist overtook the moving boundary130 between the amber-green sector 128 and the red danger sector 126.

After the rollers 166 and 176 complete their travel up the graduallytapered shoulder 144 of the upper and lower cam plates 134 and 136,respectively, the louvers will be in the lowered position shown at theright of FIG. 7. Thus, the louvers 122 and 124 associated with the amberand green lights 114 and 116, respectively, will be slanted downwardlyat a steep angle, and the effect will be that essentially no lightemanating from either of these lamps will be visible to motoristsapproaching the intersection. On the other hand, the louvers 120associated with the red lamp 112 are not inclined downwardly at suchsteep angle, and the position of these louvers, coupled with theircharacteristic of having light reflecting upper surfaces, is such that ared sector will extend from far down the roadway approaching theintersection to a point at the base of the pole 118 or at least towithin the intersection at which the traffic signal 110 is located. Thisbroad coverage of the red sector at this time is accomplished by thetransmission of direct rays through the slots or openings existingbetween the .[.louver.]. .Iadd.louvers .Iaddend.120, and also by thereflection of red light from the reflective upper surfaces of each ofthe louvers 120.

At the time that the rollers 166 and 176 move onto the flat 148 of theupper and lower cam plates 134 and 136, respectively, to move thelouvers 120, 122 and 124 to the position shown at the right of FIG. 7,though the amber and green lamps 114 and 116 are obscured by theirsubstantially closed louvers 122 and 124, these lamps may further beextinguished by opening the electrical circuits to them. This may beaccomplished by opening the switch 182 at this time by contact with oneof the louvers 122 and 124 when it has moved to the downwardly extendingposition illustrated, or by contact with a suitable protuberance carriedupon one of the cam plates 134 or 136, or in any other suitable manner.

It will be noted in referring to FIGS. 7 and 8 that the slotted surfaceof each of the cam plates 134 and 136 permits three louver actuatingsequences to be effected in the case of each of the three verticallyaligned sets of red, green and amber lamps 112, 114 and 116,respectively, during each rotation of each cam plate. Thus, the two camplates 134 and 136 may be used to operate each of the three verticallyarranged sets of lamps in proper sequence at each intersection, andwhile the green lamp 116 alone is burning and the rollers 166 and 176are moving on the flat 146 in the case of a single set of louvers andlamps facing in one direction, the red lamps 112 in the other two setsare illuminated, and the rollers 166 and 176 carried by the racks 164and 174 associated with each of the other two sets of louvers are movingon the flats 148 of the two cam plates.

From the foregoing description of the invention, it will be apparentthat the invention provides an improved traffic intersection and flowcontrol system for rapidly moving traffic from one location to anotherin a densely populated metropolitan area with minimum danger ofcollision and obstruction. Moreover, the system can be easily adaptedfor inclusion in existing rectangular traffic patterns, and is welladapted to the inclusion within the roadway network provided by thesystem of business and commercial buildings, as well as large areas forvehicular parking, parks or the like.

Although preferred embodiments of the invention have been hereindescribed in order to provide an example of the manner in which theinvention should be practiced, it will be understood that variousmodifications and changes can be made in the invention without departurefrom the general principles which underlie the invention. .Iadd.All suchchanges and modifications are therefore deemed to be circumscribed bythe spirit and scope of the invention except as the same may benecessarily limited by the appended claims or reasonable equivalentsthereof.

What is claimed is:
 1. A traffic intersection and flow control systemcomprising:a generally hexagonal, multilane roadway having radiating,multilane roadways extending outwardly from each corner of the hexagonalmultilane roadway, the lanes of each of said multilane roadways beinglocated in a single level; traffic dividing island means in saidhexagonal multilane roadway between each corner thereof and in each ofsaid radiating multilane roadways for allowing traffic moving in asingle lane to diverge and move in a plurality of lanes, said islandsand lanes being positioned so that all traffic in that innermost lane ofthe hexagonal roadway which is nearest the enclosed hexagonal spacemoves at all times in one direction, and all traffic in the outermostlane of the hexagonal roadway moves at all times in the oppositedirection to the direction of movement of traffic in said innermostlane, and being further positioned so that traffic moving in any of saidlanes need at no time cross in front of traffic moving in the otherlane; and traffic control signals adjacent each corner of said hexagonalmultilane roadway for controlling the flow of traffic in threedirections through the intersection of said hexagonal multilane roadwaywith the several radiating multilane roadways.
 2. A traffic intersectionand flow control system as defined in claim 1 wherein each of saidroadways has an odd number of lanes therein.
 3. A traffic intersectionand flow control system as claimed in claim 1 wherein each of saidroadways has three lanes, and said traffic dividing island meansincludes:a traffic island in the center lane of each of said radiating,outwardly extending roadways; and traffic islands located in the centerlane of said hexagonal, multilane roadway on the opposite side of eachintersection of said hexagonal roadway with said radiating, outwardlyextending roadways.
 4. A traffic intersection and flow control system asdefined in claim 3 wherein said traffic islands each extend diagonallyacross the respective center lanes in which they are located, and extendparallel to the direction in which automobiles will necessarily movewhen moving from an adjacent outside lane into said center lanes whenthe traffic in said outside lanes moves in opposite directions.
 5. Atraffic intersection and flow control system as defined in claim 1wherein each of said traffic control signals comprises a triangularhousing having three sides extending at 60° to each other, and havingtraffic signal lights in each of said sides.
 6. A traffic intersectionand flow control system as defined in claim 1 wherein said radiating,outwardly extending roadways each form a portion of other hexagonallyshaped roadways contiguous with said first mentioned hexagonal roadwayand having a side in common with said first mentioned hexagonal roadwayin honeycomb fashion.
 7. A traffic intersection and flow control systemas defined in claim 5 and wherein each of said control signals isfurther characterized in having three sets of vertically aligned signallamps in said housing with the lamps in each of said sets facing at anangle of 120° with respect to the direction in which the lamps inadjacent sets face to direct light through the three respective sides ofsaid housing, each set of lamps containing a top lamp, a central lampand a bottom lamp, the top lamp, central lamp and bottom lamp in eachset producing lights of different colors from each other;and whereinsaid control signal further includes louvers pivotally mounted on saidhousing in alignment with each of said lamps for directing lightemanating from said lamps, said louvers being oriented relative to eachother so that a first sector of light projected from said top lamp isclearly delineated from an adjacent second sector of light projectedfrom both said central and bottom lamps; and means for synchronouslypivoting said louvers to enlarge said first sector, diminish said secondsector, and maintain each of said first and second sectors well definedwith respect to each other while moving the boundary therebetween towardsaid traffic control signal.
 8. A traffic control signal lightcomprising:a housing having a plurality of apertures therethrough; afirst lamp for producing light of a first color positioned in saidhousing for directing said first color light through at least one ofsaid apertures; a second lamp for producing light of a second colorpositioned in said housing below said first lamp for directing saidsecond color light through at least one of said apertures other thanthose through which said first color light is directed; a first set oflouvers pivotally mounted on said housing and aligned with said firstlamp for directing light from said first lamp in a first sectorextending from said signal light; a second set of louvers pivotallymounted in said housing and aligned with said second lamp for directinglight from .[.said.]. said second lamp in a second sector adjacent, butdistinct from, said first sector with both of said first and secondsectors intersecting.[.,.]. a plane extending normal to a vertical lineextending through said housing; means for .[.synchonously.]..Iadd.synchronously .Iaddend.moving said louvers in pivotal movement tosimultaneously enlarge said first sector and diminish said second sectorwhile concurrently moving the boundary between the two sectors.
 9. Atraffic control signal light as defined in claim 8 and furthercharacterized to include:a third lamp producing light of a third colorpositioned between said first and second lamps and aligned with at leastone aperture in said housing other than the apertures through which saidfirst color light is directed; a third set of louvers pivotally mountedin said housing and aligned with said third lamp for directing saidlight of a third color into said second sector with said second colorlight; and means for synchronously moving said second and third set oflouvers to maintain both said second and third color light in saidsecond sector.
 10. A traffic control signal light as defined in claim 8wherein said first set of louvers includes a plurality of first platesextending in spaced parallel planes with each of said first plates beingmounted for pivotation about a horizontal axis, each of said firstplates having a light reflecting upper surface;and wherein said secondset of louvers includes a plurality of second plates extending inspaced, parallel planes with each of said second plates being mountedfor pivotation about a horizontal axis which extends parallel to thehorizontal pivotal axes of said first plates, each of said second plateshaving a light reflecting lower surface.
 11. A traffic control signallight as defined in claim 10 wherein said means for synchronously movingsaid louvers comprises:rods extending along the pivotal axes of each ofsaid plates and secured to said plates; gear means secured to each ofsaid rods; rack means drivingly engaging said gear means for drivingsaid rods in rotation about their longitudinal axes; and cam meansengaging said rack means and moving said rack means to effectsynchronous movement of said plates in a predetermined pattern ofmovement.
 12. A traffic control signal light comprising:a first lamp forproducing light of a first color; a second lamp spaced from said firstlamp for producing light of a second color; louver support meansadjacent said first and second lamps; a first set of louvers pivotallymounted on said louver support means and aligned with said first lampfor directing light from said first lamp in a first sector extendingfrom said signal light; a second set of louvers pivotally mounted onsaid louver support means and aligned with said second lamp fordirecting light from said second lamp in a second sector adjacent, butdistinct from, said first sector; and means for synchronously movingsaid louvers in pivoted movement to simultaneously enlarge said firstsector and diminish said second sector while concurrently moving theboundary between the two sectors.
 13. A traffic intersection and flowcontrol system comprising:a generally .[.polygonal.]..Iadd.hexagonal.Iaddend., multilane roadway having radiating, multilaneroadways extending outwardly from each corner of the .[.polygonal.]..Iadd.hexagonal .Iaddend.multilane roadway, the lanes of each of saidmultilane roadways being located in a single level; traffic dividingisland means in said .[.polygonal.]. .Iadd.hexagonal.Iaddend., multilaneroadway between each corner thereof and in each of said radiatingmultilane roadways for allowing traffic moving in a single lane todiverge and move in a plurality of lanes, said traffic dividing islandmeans and lanes being positioned so that traffic moving in any of saidlanes need at no time cross in front of traffic moving in any otherlane; and traffic control signals adjacent each corner of said.[.polygonal.]. .Iadd.hexagonal.Iaddend., multilane roadway forcontrolling the flow of traffic in three directions through theintersection of said .[.polygonal,.]. .Iadd.hexagonal .Iaddend.multilaneroadway with the several radiating multilane .[.roadyays.]..Iadd.roadways.Iaddend.. .Iadd.
 14. A method for controlling trafficapproaching a traffic intersection from a traffic control signal sourcepositioned proximate to the traffic intersection comprising the stepsof: displaying at the traffic control signal source a "go" signalindication visible to traffic in a first sector, the traffic in thefirst sector being at a sufficiently short distance from the trafficintersection that passage thereof through the traffic intersection at apredetermined traffic control speed is permitted; and simultaneouslydisplaying at the traffic control signal source a "stop" signalindication visible to traffic following said first sector in a secondsector, the second sector being at a greater distance from the trafficintersection than the first sector in the line of travel of traffictoward said intersection. .Iaddend. .Iadd.
 15. The method forcontrolling traffic approaching a traffic intersection as defined inclaim 14 characterized further to include the additional step of:simultaneously displaying at the traffic control signal source a"caution" signal indication visible to traffic in the first sector..Iaddend. .Iadd.
 16. The method for controlling traffic approaching atraffic intersection as defined in claim 14 characterized in includingthe further steps of moving the first sector in which the "go" signalindication is visible in a direction approaching the trafficintersection at a speed directly related to the predetermined trafficcontrol speed; and moving the second sector in which the "stop" signalindication is visible in a direction approaching the trafficintersection at a speed directly related to the predetermined trafficcontrol speed. .Iaddend. .Iadd.
 17. The method of controllingstop-and-go traffic in a control zone from a traffic signal adjacentsaid zone comprising displaying at said traffic signal a "go" indicationto traffic at sufficiently short distances from said traffic signal topermit safe transit through said zone at normal zone speed, whilesimultaneously displaying at said traffic signal, a "stop" indication totraffic at greater distances. .Iaddend. .Iadd.
 18. Apparatus forcontrolling traffic approaching a traffic intersection comprising: afirst source of light of one color; a second source of light of a secondand different color; means for directing light of said one color into afirst sector along a roadway passing under said first and second lightsources; and means for directing light of said second and differentcolor into a second sector contiguous to said first sector and at adifferent distance along said roadway from said first and second sourcesthan said first sector; and means for simultaneously and continuouslyshifting the location of both said first and said second sectors towardsaid first and second sources of lights while maintaining said sectorscontiguous to each other. .Iaddend. .Iadd.
 19. Method of controllingstop-and-go traffic in a control zone from a traffic signal adjacentsaid zone and having a view lens, comprising displaying at said lens a"go" indication to traffic at sufficiently short distances from saidsignal to permit safe transit through said zone at normal zone speed,while simultaneously displaying at said lens, a "stop" indication totraffic at greater distances. .Iaddend.